Bullocks Power Service 461 inch, all iron 68.5 CJ 515 HP, pump gas power brakes

[My427stang]

Performance Summary:
      Cubic Inches:    461    Dyno brand:  Stuska
      Power Adder:               Where dynoed:  Dale Meers Racing Engines
      Peak Horsepower:   515 @ 5800 (520 with dyno carb)
      Peak Torque:   530 @ 4500 (536 with dyno carb)

Horsepower and Torque Curves:

Will upload Monday or Tuesday

Engine Specifications:
   Block brand, material, finished bore size, other notes:  Factory C scratch 4.155 bore, squared, deck plate honed, 10.155 deck
     
   Crankshaft brand, cast or forged, stroke, journal size:  SCAT cast 4.25 stroke
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Scat I-beam, 6.70"

   Piston brand, material 4032 forged Autotec, 7.5cc reliefs, SCR 10.4:1, .005 above deck

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  FM 125M, FM BBC uncoated, Durabond cam bearings

   Piston rings brand, size, other notes:  Hastings hi performance, standard tension 1.5mm/1.5mm/3.0 mm
 
   Oil Pump, pickup, and drive:  Melling HV, Milodon pickup, Doug Garifo drive

   Oil pan, windage tray, oil filter adapter:  Mildon deep sump, Ford windage tray, factory Ford oil filter adapter

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"):  Custom Comp Cams hydraulic roller, 237/237 @ .050", 114 LSA, 106 ICL, .634/.634

   Lifters brand, type:  Morel

   Timing chain and timing cover:  Cloyes billet, factory Ford cover

   Cylinder heads brand, material, port and chamber information:  Fomoco originl CJ with Craft CnC port, 83cc chamber

   Cylinder head flow in cfm at inches of lift (28" H2O pressure drop):

.200   149   113
.300   224   144
.400   271   175
.450   284   182
.500   292   190
.550   307   199
.600   314   204
      
4.155      
No pipe      


    Flow bench used, location:  Craft Racing

   Intake valve brand, head size, stem size:   SI stainless, 2.200", 11/32"

   Exhaust valve brand, head size, stem size:  SI stainless, 1.700", 11/32"
   
   Valve springs brand, part number, specs:   Comp Cams Beehive 26120,

   Retainers and locks brand, part number, specs:  Comp Cams Steel 795, locators 4696, locks 630

   Rocker arm brand, type (adjustable or non-adj), material, ratio:  Lykins non adjustable rollers

   Rocker shafts and stands, brand, material: Sealed Power replacement shafts, stock alum Ford stands with Doug Garifo end stands and studs

   Pushrods brand, type, length:  Trend custom

   Valve covers, brand, type:  Tony Branda repop PBF chrome

   Distributor brand, advance curve information:  Fomoco CJ resto by Tim O,Connor, Accel Points Eliminator , 36° total, by 2800

   Harmonic balancer brand:  Factory CJ rebuilt by Damper Docs

Water pump brand, type (mechanical or electric):  Ford

   Intake manifold brand, material, porting information:  Ported, iron CJ

   Carburetor(s) brand, type:  Quick Fuel 830 Brawler out of the box just jet change  (dyno carb was custom built 830 no choke)

   Exhaust manifolds or headers brand, type: Dyno headers

[My427stang]

By the way, what a fun dyno day.  Owner of the CJ, Danny, is a good buddy from VA, our own Brent is 1/2 way between the two of us, so we spun this one in Brent's neck of the woods and I spent a second half day hanging around with him

I was supposed to do 2 461s, but 105 heat index in Omaha and the heat traveling east with only one good day to put them on the pump, I only brought one. Good thing too, because after some fighting with an AED resto carb, we ended up with the CJ in the bed of Danny's truck at about 2 PM and pretty much spent. Last thing I would have wanted to do is start a second one in that heat at that time.  The nice thing was the dyno couldn't have gone easier other than the carb which we swapped out and starting hitting all the numbers

Looks like we may do this again, I have more to do, good way to BS in person and helps me with some East Coast builds I have scheduled.
   

[Drew Pojedinec]

Awesome build. Two questions:

-What was wrong with the AED carb?
-Did you do a dyno test with it to see the difference in power?

[427LX]

What number beehive spring was used?   Looks like a nice strong "sleeper" 428 CJ!

[My427stang]

Awesome build. Two questions:

-What was wrong with the AED carb?
-Did you do a dyno test with it to see the difference in power?

Drew, it acted ugly and we didn't go back to it.  We should have but it would have needed some attention.

First it was scary lean, did a pull and it started to runaway lean so we stopped, 335 HP at about 4000 rpm,  we ended up jetting it to 74 primary and 82 secondary and it was still lean, but gained 50 hp.  On top of that, the idle circuit needed work, I was 2 turns out, it richened up, so I figured open the IFR, but after jetting, it was lean again, like 15:1. 

It was hot and we swapped an out of the box 830 on it and jumped to 500+, and we didn't go back, we should have.

I think the IFR just needed opening and I also think that maybe the transfer tube and very small bowl fittings, or even the filter, couldn't feed both bowls, because jumping as many jets as we did, it should have gotten real fat.

Regardless, I think it was too small, but it would have been nice to dial it in and compare it to the bigger carb.

What number beehive spring was used?   Looks like a nice strong "sleeper" 428 CJ!

Springs - Comp 26120
Retainers - Comp 795
Locators (cups) - 4696
Keepers - 630

It should do real well in the car, didn't miss a beat to 6200

[chilly460]

 Very cool build with the iron topend, and close to the rpm range I want with my 462” so very relevant.   CNC program is the way to go on the iron heads if they’re still charging only $400 like they were on the C8 stuff. 

[Drew Pojedinec]

Weird. Normally CJ carbs are pretty decent as is. Agreed it is small for what you are working with.

If ya get bored, send it to me and I’ll play with it.

[My427stang]

Very cool build with the iron topend, and close to the rpm range I want with my 462” so very relevant.   CNC program is the way to go on the iron heads if they’re still charging only $400 like they were on the C8 stuff.

The intake has a LOT of work too, but I agree, the CnC port is nice if you can live with a big port volume.

FYI - Note the 114 LSA, not standard but completely intended, if you don't have a vacuum requirement, you could tighten it up a little

ON EDIT: Here are two videos, sorry about the quality, sound is good at least

https://youtu.be/GE9hTD0CfrI

https://youtu.be/lHYvSy4YoQA (save yourself from warm up, scroll to 1 minute point) 

[chilly460]

Yep, I saw it, figured that may have contributed to the 6000 peak, with a 237* intake I’d have figured 5700-5800 in a 462 with a more conventional 108-110*. 

[427LX]

26120 is a good spring and used them on my 427 Windsor build with hyd. roller After 4 years I swapped them out
for the similar PAC version.

[6667fan]

Wondering what a split duration cam would do with those heads. The intake/exhaust ratio is .65
I don’t have a theory, looking for opinions.
Was the fuel type indicated?

Nice build,
JB

[My427stang]

Wondering what a split duration cam would do with those heads. The intake/exhaust ratio is .65
I don’t have a theory, looking for opinions.
Was the fuel type indicated?

Nice build,
JB

We tossed it around, but I needed to manage the overlap for the vacuum and was leery to spread the centers more.  With no pipe I think the flow numbers work out better in operation than they look in that list. 

Pump gas, 93 in the fuel cell, but will likely run easily on 91 or less

[My427stang]

[rockhouse66]

Geez!  You must be losing 10 HP driving the oil pump at those pressures!   

[67428GT500]

I see your HV pump was pulling over 80 lbs too. I thought there might be someting wrong with mine. It pulls almost what it did with the 427 pink spring change I had in the other. 100lbs cold.